Fare-recording register.



B. VGLKMAR.

FARE RECORDING REGISTER.

APPLICATION FILED OCT. 9, 1909v 1,053,252. Patentad Feb.18,1913.

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FARE RECORDING REGISTER.

APPLICATION FILED 0019,1909.

1,053,252; PatentedFeb. 18, 1913.

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B. VOLKMAR.

FARE RECORDING REGISTER.

APPLICATION TILED 0019, 1909.

Patented Feb. 18, 1913.

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B. VOLKMAR.

FARE RECORDING REGISTER.

APPLICATION FILED OCT. 9, 1909.

1,053,252. v Patented Feb. 18, 1913.

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FARE RECORDING REGISTER. APPLICATION FILED 0CT.9, 1909.

' Patented Feb. 18, 1913.

9 SHEETS-SHEET 5.

B. VOLKMAR. FARE RECORDING REGISTER. APPLICATION FILED 0619,1909.

1,053,252. Patented Feb.18,1913.

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FARE RECORDING REGISTER.

APPLIQATIOK FILED 00129, 1909 1,053,252, Patented Feb. 18, 1913. v 9 snnms-srinm 7.

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FARE RECORDING REGISTER.

APPLICATION FILED 0OT.9, 1909.

1,053,252. Patented Feb. 13, ,1913. v

9 SHEETS-SHEET 8.

B. VOLKMAR.

FARE RECORDING REGISTER.

APPLICATION FILED 0GT.9, 1909.

1,053,252. Patented Feb. 18, 1913.

9 SHEETSSHEBT 9.

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which pinions automatically release as the number-wheels are simultaneously rotated to reset. and means operated directly by the manipulation of the sign to simultaneously rotate the number-wheels and reset them to zero or the predetermined minimum charge or initial fare.

My invention also includes means which cooperate with the actuating mechanism and tend to give an additional forward thrust to. the number-wheels as they move when each unit is registered, and so quickly actuate them one complete unit and make the reading certain.

My invention further includes an eccentric connection of a lever with the sign shaft to positively move the shiftable shaft as the sign is manipulated, and also direct connection from the sign to a series of number rolls to register the total number of initial fares, one initial fare being registered each time the sign is lowered, thus also providing means for checking the number of passengers which engage the vehicle.

My invention also includes many combinations and arrangements of parts, as will hereinafter more fully appear.

I shall now describe my invention with reference to the accompanying drawings and shall thereafter point out my invention in claims.

Figures 1, 2 and 3 are front, side and rear elevations. respectively, of my improved taxinieter on a reduced scale. Fig. 4: is a front elevation, with the casing in vertical section. Fig. 5 is a rear elevation, with the casing in vertical section. Fig. 5 illustrates details of the connection of the extras setting knob and shaft. Fig. (3 is a side elevation of the working parts as viewed from the left of Fig. 5, with the side plate removed and part of side plate of the clock broken away. Fig. 7 is a side elevation of the working parts as viewed from the right of Fig. 5, with the side plate removed. Fig. 8 is a bottom view with the casing in section and the parts in operative relation.

Fig. 9 is a sectional detail of the main act uating train taken on the line :c-:c of Fig. 6. looking obliquely downward. and Figs.

lO to inclusive, are details of the parts shown in Fig. 9. Figs. 10 and 11 are a vertical median section and a face view. respectively, of the total fare units clutch wheel. Figs. 12 and 13 are a face view and vertical median section of the total fareunits pin wheel. i'gg. l4 and 15 are a vertical me than section-and face view. respectively, of the (*i ;k transmitting g' ai wheel. Figs. 16 and l? are a face view and vertical median section, respectively. of the fare singletoothed driving wheel. Figs. 18 and 19 are a broken vertical median section and face view, respectively. of the total fare units driving wheel. Figs. 20 and 21 are verleft. with the l side elevation of the supporting bra -t tical median sections and a face view, respectively, of the fare pin wheel. and 23 are a broken face view and a vertical median section, respectively, of the fare clutch wheel. Fig. 24 is a rear elevation, partly in section, of the fare and extras recording mechanism. Fig. 95 is a vertical section of the parts shown in Fig. 24, taken on the line a-a, looking toward the right. Fig. 26 is asimilar section of the same parts as Fig. 25, looking in the oppositedirection. Fig. 27 is a detail of the left or inner face of the first number-wheel of the fare register, showing the shaft in crosssection. Fig. 28 is a detail elevation of the worm transmission to the axially stationary and axially movable shafts. Fig. 29 is a horizontal sectional detail on the line (1-7). Fig. 28, looking down. Fig. 30 is a detail in elevation of the parts carried on the sign shaft and the cooperating parts. is a substantially vertical central .-CU

Figs. 2:2

"the same with the cooperating parts oiziittei'l.

Fig. 3'2 is a detail edge elevation of the cooperating fare drivingwhecl and intermittently operated pinion. Fig. is a detail. in front elevation, of part of the main driving train. Fig. 33 is a side elevation of the same on the line c-c looking toward the :lition of certain parts. Fig. 3% is an elevation siowing the driving eonnection with the wheel. of the vehicle. Fl 35 a plan view of the worm on the vehicie wheel hub. Fig. 36 is a detait showing a transverse section of theworin and the pinion driven. therebv. 5'1? is a detail in The register which I have sh wn a en'ibodiment of my invention adapt. indicate on the front dial see Fig. 1.) ti

and on the rear dial (see Fig 3) .all of the totals. including the total init-ir'il settings indicated as the total initial minimum and separately the total fares except nitial minimum fares, which I term the total fa re units. the total extras. these fares and extras indications being-in dollars and cents. and also the tota miles run and the total miles for which fare is charged, which I term the total registered mile. 1, have shown fifty cents as iie initial minimum fare for the first half I'llll'l'. and ten rents for each additional quarter of a mile. the latter being the unit of it .1 and ten cents charge the fare unit-fol both time and distance, though these chat are, selected merely as examples since they may be changed as desired. I

To drive my dcvicefi'om the vehicle. I employ a worm 1 on the hub of one of the wheels see Figs. 34!- and 35) and a pinion 2 (n a flexible shaft inclosed in a casin 3 and driven by the worm 1 and held in e. c 'ement with the worm by a universal braclcc-t.

' bearing in a bracket 11 attached to the rear movement of the shaft permitted by the ,into a corresponding bore in the head 6,

and at-its upper end it has acone or point wall of the taximeter.

v The housing for my device consists of a casing 12. and a front dial-13 and a rear dial 14. Side plates 15 for the mechanism are shown as joined at their base by two crossbars 16, 16 and at -the. top by a crossbar l7, and in these side plates are journaled two main shafts 18- and 19, the latter rotating on a stationary axis and the former on an axis ai'ignlarlv movable in a horizontal plane, being journaled atthe right side in anelongated bearing (indicated by dotted =eline's in FigaYS) and at the left 'side in a circular bearing in which it fits with suitic ent looseness to accommodate the angular elongated bearing.

' Worm wheels or pi'nions 20 and 21 are fastened on the stationary and angularly or bodily movable shafts respectively, .in' such 'position'that the former is at all times-iii mesh with the worm G and the latter is movable to and from mesh with the worm G as' the movable shaft is shifted. The worm wheel 21011 the aiigularly movable shaft '18 is pinned on the shaft .so as to allow of slight 'iplayythus assuring that the wheel 21 'an d"the-worm {T will always mesh when brought together. To continuously drive the register of the total miles, I connect itth'rough'suitable transmitting means to the stationary shaft 19; and-hence this register always driven by the vehicle regardless of whetheror not a fare is being charged, thus providing a check on'the' use of the vehicle.

From the movable shaft 18 are driven three registers, one indicating the charge for distance traveled and waiting time, known as'jthcfareg'oiie for the total fares exclusive of-th'e initial miniiiiu-m charge (called total 10 cents'or'total farc units), and. one for the'f total registered miles- .To shift the movable shaft iirand out of mesh with th, wot-nit;means are employed connccteddirectlyto thc'flagor sign 22. the operation of which I shall now' describe.

hen the s'igi'i is up as shown in liigs. l to inclusivefit indicates thatthe vehicle is unoccupied and is forhir'e. but when the sign is rotated down )0 degrees. to the loweredposition shown in Fig. 8, the ve of operation, I provide an eccentric-ally arranged operating partor crank pin 23 on. a disk 24 rigidly i iounted'on the inner end of the sign shaft 25, and a releasing lever 26 (see Fig. 7) pivoted near the centerto the right side plate '15 and. slotted at both ends. The'crank pin 23 engages in the upper slot of the releasing lever 26, which thus has a crank and slot connection with the sign shaft The lower slot-ted end of the releasing lever straddles the movable end of the movable shaft 18. As the sign is moved down to the lowered position, the movable shaft 18 is thereby swung back in mesh wit-h the worm T in the position shown in Fig. 8, and as the sign is raised when a passenger is discharged, the movable shaft- .is swung forwardout of mesh. To insure that, if anything prevents the pinion 21 being moved fully'into mesh with the worm T as the sign is lowered, the ino'ven'ientwill be completed as soon as the impediment is removed. as. ,"for example, if the teeth on the pinion are so positioned that they strike .=n'tl ic-ends of the teeth on the worm instead of ineshingwith them as the pinion is moved up, and the play of the pinion does not regulate this, I have shown the releasing leveai Qdjbroken near its lower end, and a spring 20, coiled about the pivot, bears with one end against a pin on the upper portion of the lever, and with its other end bears against. the lower portion of the lever and tends to hold the two portions of the lever in alinement. as shown in Fig. T. If the the pinion 2i and worm tends to move the lower portion of the lever into ahnenient with the upper portion. and the spring performs this function as soon as the worm 7 is rotated su'liicicntly. thus insuring thatnthe pinion 21 and the worm T will always mesh when the sign is lowered. A coiled spring 27* is fastened at one end to the casing 15 and at the other end to a part fixed on the sign shaft and tends to hold the sign back and prevent. it from being lowered too forcibly and injuring the iarts, and a manually operatable spring stop 27' is pressed into a hole or socket one being provided through the casing at each end of the quadrant which constitutes the path of the stop 27, thus releasably. locking the sign in the position in which it is set. and midway between the two sockets 28 is a shallow socket 28" extending but part way through the casing and serving as an intermediate stop, the purpose of which will ap iear later. A spring plunger 29 is provided on the casing to take up the jar and prevent the sign from being rotated down too far,'and a similar stop '29 is also iiicle engaged. To utilize this movement providedv at the upper end ofv the quadrant} of the sign to throw the device in and 'out E ich registering mechanisni'comprises a series of number-wheels registering in the usual way, each wheel, upto the last, at

each complete rotation, actuating the adja-- cent wheel one number. The details of this transmission from one number-wheel to the next will be fully described hereinafter. I shall first describe the means employed for actuating the first number-wheel. First, referring to the total miles register, driven, as previously mentioned, from the stationary shaft 19 to register the entire distance traversed by the vehicle, whether occupied or not, I employ on the shaft 19 an intermittent or stop gearing, which is frequently used in my mechanism. This gearing comprises a driving wheel 30, in this instance having a single tooth-engagingnot-ch. and a cooperating pinion 31 having alternately full width and half width teeth. cooperating wheels can best be understood by reference to Fig. 32, in which is shown one ofthe intermittent driving wheels 55 the lug 34 in advance engages the narrow tooth and rotates the intermittently driven pinion and the rear full-width tooth rolls down between the lugs 34 and into the notch 33. The further rotation of the driving wheel carries that full-width tooth up on the periphery and the one behind it now also rests on the periphery and the intermediate narrow tooth is in the path of the lugs 34, and

' the two full-width teeth lock the intermittently driven pinion against further actuation until the advance lug of the driving wheel in its rotation strikes the narrow tooth in its path. This. operation is repeated in the caseillustrated in Fig. 32 once for every ,rctation of the intermittent driving wheel, and in every case once for every tooth-engaging notch in the intermittent driving wheel during one rotation of this wheel. I

The driven pinion 31, which, as above described. actuated by the intermittent driving wheel 30 on the stationary shaft 19, meshes with a driven pinion 36 which actuates the first number-wheel 32 of the total miles series, this nuliiber-wheel denoting tenths of a mile. This number-wheel has ten numbers on its face and-twenty pins projecting laterally from its periphery as The action of these.

(see also Figs. 6 and 16) having one tooth-.

shown, and the driven pinion 36 mesheswith these pins-and rotates the number-Wheel two pins or one number with each actuation. T his number-wheel has on its periphery one tooth-engaging notch with lugs on each side of it (not shown)- similar to the'tooth andlugs-shown on the intermittent driving wheel- 55, and a transmitting pinion37 cooperates with this wheel in the same way as the driven pinion '46 cooperates with the variabletoothed driving Wheel 55, andnieshes with the laterally projecting pins of the next number-wheel, and thus actuates the next number-wheel one number for each complete rotation of the first number-wheel. There is a similar transmission from each succesemployed in each registering mechanism.

The total recorded miles register is driven from theangularly movable shaft 18, as previously stated, so as to record .onlywhen the device is in opera-tion and a fare is being charged. The train for driving this registering mechanism consists of the gear 38 '(see Fig. 6) rigid on the shaft 18, the intermediate gear 39, mounted on a stud on the side plate 15, a gear40, loose on the stationary shaft 19, and an intermittent driving wheel 41 pinned to the gear 40 and also loose on the shaft 19, which is here utilized only as a bearing for the wheels 40 and 41. The intermittent driving wheel 41 has one tooth-engaging notch and cooperates with a driven pinion 42 which in turn drives the first number-wheel of therecorded miles register, the successive number-wheels of this register being driven in the: manner previously described.

The fare register is actuated through the medium of the main train shown in detail in Figs. 9 to'23, inclusive, which train is driven from the angularly movable shaft 18. The-gear wheel 43, rigidly mounted on the shaft 18 (see Fig. 8) meshes withand drives a' gear wheel 44, loosely mounted on a shaft 45 located above the angularly movable shaft 18. Since it is desirable that the fare read directly in dollars and cents, the ratio of this gearing mustbe arranged according to the ehargeper unit of "distance, I have shown a device adapted to record ten cents is two and one-half to one, 'the'angularly 'movable shaft 18 being rotated ten times to the mile, and the gear wheel'44 is rotated four times to the mile or once for every quarter of a mile. From thegea'rwheel44 themain train, illustrated in-Fig. 9, is driven. which drives an intermittentdriving wheel 55, loosely mounted on the same shaft and the latter drives a pinion 46.

This pinion 46 is rigidly mounted on a shaft 4'7, and another pinion 4S rigidly mounted on the same shaft47 actuates the fare-registering mechanism.

As'shown in Fig. 4., the illustrated device is adapted to register fifty cents as the minimum fare shown at the initial setting, though this can easily be changed to record any desired amount, as will later be described. This fifty cents is for the first half mile, or any fraction thereof, and since the mechanism registers ten cents for each quarter of a mile in advance, the fare register and the total fare units register are each actuated one unit or ten cents at the comple tion of the first half mile, but this actuation is deferred till the completion of the first half mile. In addition to this, as previously described, it is desirable to prevent the device from registering against one passenger all of a unit of distance which the previous passenger would-havelhad registered against him had he gone a very little farther. To

provide against this, I defer the action of the gear wheel let upon the main driving train for the first half of the first quarter of amile, as will later appear. I shall now describe my means for accomplishing these position shown in Fig. 22 against the forward step. A pin wheel 52 is also loosely mounted on the shaft e5 separated from the clutch wheel by a collar fixed on the shaft, as shown, and with two diametrically opposite pins 35 on its face in the path of the clutch 51. As the clutch wheel is rotated, the clutch engages one of the pins on the pin wheel which rotates the clutch back against the back stop-pin, after which the clutch wheel carries the pin wheel along in its'rotation. A shifting disk 53 is rigidly mounted on the angularly movable shaft 18 and extends between 'tl e'gear wheel la and the clutch wheel 50 in the position shown in dotted lines in Fig. 9., As the sign is raised and the angularly movable shaft moved out of engagement with the worm 7, the shiftingv disk 53, by reason of the combined angular and bodily movement imparted to it by the movement of the shaft 18, bears against the gear wheel 4% and moves the gear wheel at and the clutch wheel SO-back till the sleeve 49. comes in contact with a collar Set on the shaft 45, thusreleasing the .clutch51from the pin 35 on the pin Wheel with which it is in engagement,l and the spring innnediately carries .the clutch ahead of the pin against its forwdrd stop-pin. Consequently as the angularly movable shaft is again inm 'jed back into. operative position, the shifting dislcbears against the age and is most satisfactory.

spring pressed lever-60,. pivoted to jlt helsid,

actuating function.

clutch wheel and carriestheclutch whel i F back to its original position, but'th'e clutch" 51 is now ahead of the pin 35.011 the' pin wheel with which it was formerlyin gagement, and consequently the" clutchwheel runs idly when the vehicle is 's'tarted until the clutch engages the next pin', tha-t a is for one 'half of a rotation Orone eightHx of a mile. This arrangement/allows the utmost variation from the true 'reco'rd of next passenger should ride just a half mil'efgg' and then an additional tencents shouldbe l charged against him. Butin this 'su'pposis tory case he would gobut the eightietlr of'; a mile and a quarter of afmileinsteadoff half a mile and then the ad ditioiral ten cents would be registered while in. my device'hex gets the additional advantage (if-the first. eighth of a mile when the clutch wheel i-runsw, idle. The distance during which thei'clutc wheel runs idle can, of course, bevari'eclas .953:

desired by altering the number of prns onnf the pin wheel, but it has been found that an eighth of a mile or half the. unitof fare gives-a substantially true record on-an ave Next to the pin wheel 52'and"also-mounted loosely on the shaft 45am two injte'rmit tentdriving wheels 55 and 56, eachhaving-eone tooth-engaging notch, the former aotus ating the fare-registering mechanismfland mgt the latter actuating the total fare; units registering mechanism. These wheelsai e fastened together with the teeth-diametrirq cally opposite, as shown, and a ratchet57 is provided on the wheel 56, and la ,gs.pring.,;11o pressed pawl58 on the pin wheel 52 engages the ratchet 57 and carries the wheel;s.5 5,a i 4 56 along in the rotation .of the pinygwh ee The intermittent driving,wheel o ,cptiper ates with the pinion ldand lactua tesjth' fare-re istering mechanism, as previously, described. ,z To effect quick and positive actnatiorigbyff. the intermittent driving wheels andgse g a cam 59 is fastened. between them, (shot particularly in',Figs. andfl33.) Tend a,

wall l5,'rides on this cam 59, and just as t-h wheels and 56 actuate their cooperatin pinionsjthe lever 60 rides ofl the plain f." and forces the wheels quickly through t1 err To drive the actuating:mechanis 4 I the vehicle is engaged and waitingga clocl ,mechanism 61 is proviclteds iwi'ch Eurasi n-Q- tially connected to the actuating mechanism through a train of gears 126, 127, 128 and 62 (see Fig. 6). The last gear wheel 62 of this train of gears is'mounted loosely on the end of the shaft 455, and is driven continuously by the clock work when the sign is down. A wheel 63 is attached to the gear wheel 62 and rotates with it, and a spring pressed pawl 64 on the face of the wheel 62 cooperates with a ratchet 65 on the intermittent driving wheel 55 (see Figs. 16, 17 20 and 21). hen the intermittent driving wheel 55 is driven by the vehicle at a rate exceeding two and one-half miles an hour,

it moves faster than it would if driven by the clock wheel 62, and the teeth of the ratchet 65 therefore ride past the pawl 64:,

' desirable but as soon as the vehicle stops or falls below the mmnnum low speed above stated, the pawl 64 engages in the ratchet 65 and rotates the intermittent driving wheels. A

lever 88 having a. laterally projecting arm provided with a spring 88" engages against the escapement shaft of the clock (see Fig. 5) .to lock the clock movement, and this lever 88 is connected'to the releasing lever 26 by a link 89 (see Fig. 7) so as to be moved to and from locking position by the manipulation of the sign simultaneously with the shifting ofthe movable shaft 18 from and to operative position.

As previously stated,- the intermittent driving wheel 56 drives the mechanism which actuates the total fare units register, and for this purpose cooperates with a pinion 66. The teeth are so situated that the total fare units register and the fare register are actuated simultaneously. Since the fare register is originally set at an initial fare for the first half mile, the passenger is entitled to the use of the vehicle for two units of fare, and the first actuation for a quarter of a mile is therefore idle, and

the second actuation effects the fare registering mechanism at the completion of the first half mile, since the fare is registered every quarter of amile in advance. As the total initial fares are separately registered, it is that the so-called total' fare units shall. not include the initial fares,

- and therefore the total fare units regisof the first half mile.

ter is not actuated until the completion For the fare regis .ter, this endis attained by a slot in the first number-wheel, as will be later described, for the total fare units register, a clutch and in connectionis employed similar to that in the main train previously described. The transmitting pinion 66 is rigidly mounted on a sleeve 67 which is mounted loosely on a'shaft 68 (see Fig. 9) slightlyabo-ve and I back of the shaft 45. On the other end of the sleeve 67 is a clutch wheel 69, having a clutch 70 (see F igisflO'and 11), and similar to the clutch wheel 50. pin wheel 71 cotiperates with the clutch wheel 69, and has four pins arranged-9O degrees apart on its face (see Figs. 12 and 13). This pin wheel 71 is provided with an annular flange 72, which fits over the clutch wheel 69 and projects in proximity to the gear wheel on the main train. The pin wheel 72 is splined on the shaft 68, and. an intermittent driving wheel 73 is pinned on the shaft ad jacent to the pin wheel 72. A coiled spring 74 about the shaft 68' bears at one end against the intermittent driving wheel 73. and at the other against the pin wheel 71 and tends to hold the pin wheel in engagement with the clutch wheel. The intermittent driving wheel 7 3 has four tooth-engaging notches and cooperates with a pinion 75 which actuates the first number-wheel of the total fare registering mechanism. Since the driving wheel 73 has four notches, it effects four act-nations to each rotation or one every quarter of a mile. WVhen the gear wheel is moved over by the shifting disk 53 as previously described, it bears on the flange 72 of the pin wheel 71 and forces the pin wheel over till the clutch 7 0 slips past the pin with which it is in engagement, and when the sign is again lowered and the disk 53 returned to its first position, the spring 74 forces the pin wheel 71 back with the pins in the path of the clutch 7 0.,

particularly in Fig. 26. The gear wheel 76 is mounted loosely on a shaft 77 on which are loosely mounted the fare number-wheels and which has its end bearings between two side-plates 7 2 and 79, between .which are con tained the fare registering mechanism and the extras registering mechanism. A ratchet 80 is also loosely mounted on the shaft 77, between the gear whee]. 76'and the first number-wheel, and a spring-pressed pawl 81 on the gear wheel 76 engages in the teeth of the ratchet 80. The ratchet 80 is connected to thefirst number-wheel by a pin 82, which extends in a slot 83 in the first number-wheel (see Fig. 27). is arcuate and is thirty-six degrees "in length, or the same number of degrees as the circumferential distance between the numbers on theface of the number-wheel. The pin 82 at its initial setting is in the rear end of the slot 88 and, therefore, at the first actuation of the gear wheel 76, the pin 82 moves idly throughthe slot 83, but at the,

This slot Iao driving wheel 87 having two diametrically which is mounted 'on the shaft 84 and connext actuation it carries thenumber-wheel along. Thus, a half mile is traversed before thereis an actuation. ofthe fare register, and the passenger, therefore, rides a half mile for h sinltial minimum setting of fifty cents beforean additional ten cents is registered. Theextras registering number-wheels are at-ing a setting knob 85 below. the sign. The'knob 85 is attached to an operating shaft 86 so that it may be removed there- -1 from to, allow the side plate and the j working-xmechanism to be taken out of the casing intact, (see Figs. 5 and 5 the knob being secured, as by screw threads, upon a "short-shaft 129 havinga slotted enlargement on its inner end receiving a projecting pin 130 on the end of the setting shaft 86.

On the shaft 86' is mounted'a spaced toothed opposite teeth on its'iperiphery (see Fig. 7),

eachadapted to Jactuate two transmitting pinions 90 and 91. The transmitting pinion 9.0 is in engagement with a gear wheel 92 nected by a pawl 93 'to a ratchet 94,- also mounted on the shaft 84 .(see Fig. 26). The

ratchet 94 is connected by'a pin 95 to the. 0

first extras number-wheel (see Fig. 4), and hence as the pinion-'90 is actuated, it imparts its actuation to the first extras number-wheel through thegear wheel 92 and the ratchet 94. The transmitting pinion 91 is'rigidlyniountedbn the shaft 96 back oft he extras operating shaft '86, on which is I also'rigidly mounted a four-toothed driving -'wh'ee1' 97 which drives a transmitting pinion 98, whichdn turn actuate's the total extras.-

register. Thefour-toothed pinion 97' is actuated one tooth with each actuation of the transmitting pinion 91 since the transmittingpinion 91, as all of the transmltting pinions, isgiven one quarter of a turnor one full width tooth, with each actuation. Thus with every complete turn of the knob I 85, both the extras and total extras register are ainatd two units. The driving wheel i '87 is connected to the shaft 86 by a pawl 99 (see Fig. 7) which cooperates with a ratchet 100 rigidly mounted onthe set-ting shaft 86.

- This. ratchet connection makes it-possible to set the extras by the knob 85, but prevents tampering with the record by turning the knob back .The method of transmitting movement from one number-wheel to the one of next course, continued from onepassengersjrec- 0rd to the next, but the extras and the fare registers on the front dial are reset at the conclusion of each individualrecord. ,This e5 reset-ting .is done in my" taximeter by-the I manipulation of the sign, as will now be described. I A

Referring to Figs. 24 to 27, the numberwheel shafts 77 and 84 are 'ea'ch provided with a single longitudinalgroove and on each number-wheel is a spring-pressed pawl 101. In the first number-wheel 102 of the fare register, the'pa-wl 101 is so set' that it takes in the groove on the shaft when it indicates 5, and since there is a blind zero as shown forvbot-h the extras and fare, this indication of 5 on the wheel of the lowest denomination, taken with the'blind zero, reads fifty cents or the initial setting. The pawl 101 may of course be located so as to make this initial reading anything that is desired. The pawls 101 on all the remaining number-wheels of the fare register and on'al l the number-wheels of the extras register'are so set that they take in the groove on the shaft when they indicate zero. \Vhen the number-wheels are rotated about the shafts to register the fare or extras, to the left or counter-clock-wise as shown in Fig. 27, the pawls 101 ride'out of their grooves and around their shaft idly; but'whenthe shaft is moved or rotated. in the same direction it will pick up the wheels and aline them through the medium of the pawls and until thepin 82 has reached the back end of the slot 83, and therefore the pin 82 is always at the rear end of the slot when the resetting is completed, as previously mentioned. It is evident that this resetting of the fare and extras number-wheels is ordinarily prevented by the transmitting pinions which are locked at their peripheries in the mannerpreviously described. To obviate this difiiculty, I provide means for holding the transmitting .pinions in yielding engagement with the numberwheels so that the pinions automatically release as the num- .ber-wheels are reset.. In all of the totals registers, the pinions are axially stationary and resetting or altering them is impossible, but in the registers which are to be reset, the transmitting'pinions are carried by-pivoted arms pressed by springs against the 'n'umber-wheels. Referring particularly to Figs. 24 and 25, the arms 103 and 104 are each pivoted on a shaft 105, and springs 131 pull these arms toward the number-wheels, as shown. The pinions 106 and 107 are carried by the arm' 103 and are held so that their. half-width teeth are between the fare numberwheels 101 and ,108, and 109 and 108, respectively, so as to be in operative connection therewith. Similarly the pinion 110 011 thearm 104 is held so that its half width teeth enter between the two extras 'number-wheelslll' and 112 and in opera tive connection therewith. Now it is evident that the "pinions 106, 107 and 110, al-

though performing their function of transmitting actuation from one number-wheel to the one of next higher denomination, will nevertheless yield when'the number-wheels are actuated by their shafts through the pawl and groove connections above de scribed and will thus allow the numberwheels to be rotated together and, reset. Spring-pressed detents 136 and 137 (see Fig. 4) bear against the crown teeth of the {first fare number-wheel and the first extras number-wheel, respectively, to hold them in the-positionin which they are automatically set.

To rotate the number-Wheel shafts 77 and 84 by the manipulation of the sign shaft, a

gear wheel 113 is loosely mounted on thesign shaft 25 (see Figs. and 31) and a ratchet 114, having four teeth, is keyed on the sign shaft, so that the disk 24 and the ratchet 114 hold the gear wheel 113 between them, as shown. A pawl 115 on the gear wheel 113 is pressed by a spring in engagement with the ratchet 114. A locking pawl 116 on the casing 15 engagesinthe teeth of the gear wheel 113 and locks the gear wheel against backward rotation. The gear wheel 1 13 transmits its rotation through gearsllfand 118 (see 4) to shaft 119 on which is a pinion 120, which meshes with a pinion on the number-wheel shaft 84 and a pinion on the number-wheel shaft 77. Through this train of gears the rotation of the gear-wheel 113 is communicated to the shafts-'84 and77 and hence resets-the number wheels as previously described. The

.stops 29 and 29on-"the casing12'arejust ninety, degrees. apart as are the teeth on the ratchet 114., When the sign is way down, the pawl 115 is in a tooth on the ratchet 114, and "when the signis raised, the ratchet turns around till the pawl 115 ust setting beforethe'device is thrown into o drops in the next tooth. Then as the sign is put down again, the' gear wheel 113 is rotated just ninety degrees; The pawl 116 prevents the gear wheel 113 from being r0- tated back as the sign is raised, but the sign oration, and the movement of the sign must be a-whole quadranttobe effective. The ratio of gearing is such that the quarter turn. of the gear wheel 113 gives the 10- duced by too rapid turning of the num r wheels might "tend to carry them past alined position."

To look the sign 1n an ntermediate P081 tion, theshallow socket 28i's provided in;

thepathof the stop 27 midwaybetween the sockets 28.. If it-is necessary to stop the vehicle when it isengaged, as to make some repair, during which the passenger-should not pay waiting time, the signmay be raised until the stop 27 springs in the socket 28'. The clock is thereby stopped and the mechanism is thrown out. of operation, while the sign is locked against/the possibility of being accidentally raised way up, which would necessitate the charge of extra initial tare when-the sign is lowered. When it is desired to continuethe trip, the stop 27 may be released and the sign lowered again without any alteration in the far'eihaving been registered" 1 The intermediate stop 28 also To assure thatthe extras a'nd fare number-wheels will be always-brought up to cooperates with the spring 27flto prevent theflag' from being lowered toofforcibly. I

proper position when reset, I provide'a'dditidna-l self-resetting means, which become operative nearthe end S ot the movement. On the end of the shafts 77 and 84 extend ing through the wall 78, 1 secure knohsmsj and 139, respectively, and on each knob is a V-notch 140, which serves as a cam face. A doublelever or detent 141, having engag in'g projections or teeth reversely formed on the opposite ends, is pivoted on a stud 142 on the wall-79 between the two shafts, and a spring 143 is coiled about the stud 142 and bears withone end about a pin 144 on the wall 7 9 and with the other end against the lever 141and holds the engaging projections of the lever 141 against the knobs 138 and 139'. As the engaging. projections ride down the cam'faces of the notches, they give a final impulse to the knobs and their shafts and quickly rotate the shafts till the number-wheels are brought .up' to place, and hold the shafts in position. 'In this way any wear on'the gearing leading fromthe sign -shaft,'or any other loosene'ssor play in the parts, is compensated for.

The rotation of the gear wheel 113 also actuates the register of the total initial settings which I term the total fifty cents. The gear. whcel 113 meshes with a pinion 1.21 and the ratio of gearing between the two is 4 to 1. so thata. one-quarter turn of the gear wheel 113 imparts one complete 1'0- tation to. the pinion 121. The pinion 121 is rigidly mounted on a shaft 122 (see Fig. 6), anda driving wheel 123 having five teeth is also. rigidly-mounted on the shaft 122 and codperate's with a transmitting pinion 121, which iiieshes with another transmitting "pinion- "125 wliich actuates the first number= f it 1s,- esii'editoalt er this minimum fare, "1i?- isfinerelynecessary to make a corresponding-change inthe number of teeth in this nor are the number-wheels reset, and the me'clianism isnot placed in operative posi- 'tion; since the releasing lever 26 does not move the movable shaft into mesh with the worm, til'lthe end-of its movement. If the sign is then movedback it does not get a new liol d' on'the gear wheel 113' since the eam- 115 "cannot be rotated back far enough to catch another tooth.

possible to tamper with the record by manipulatingthe sign.

, 1 The detailsof the operation of my taxim .25'ete i' have been described in connection with-the mechanism. Theraising of the sign when'a passenger reaches his destina- "tion-merely "throws the mechanism, all exceptthe totalrmi'les register, out of opera- --30'-ti on,'"an'd locksthe clock movement. \Vhen '1 the next'passenger hires the vehicle, the sign wisloweredpwhich movement resetst-he fare.

" and,='eXt-r'as register, and throws the mechan'ijsm into operation and releases the lock.

the movement necessary-to reach the next registering point, and thereafter for a quarter of 'amile or-its money equivalent in wait- "ing time, the fare and total fare registering for-the next and the succeeding quarters of a mile and their equivalents in waiting time i are then recorded.

- 'f-It is obvious that various modifications. may ibe made in the construction shown and above particularly described within the princ iple and scope of my invention, I-claimn- I -1.' In a fare register for vehicles, in comcon'nection with the registering mechanism vliei'i'tl e Sign shaft is rotated in one direction, and adapted'to'be forced by-tlie eccentrio: means" to shift the transmitting mechanism out of operative connection with the .iegistering. mechanisi'n' when the sign shaft Y is rota-ted in the other direction."

2.;4Inga fare register for vehicles, in comwhe' el o f the total fifty cents register; Sinceregisteris actuated five units 'or fifty cents, th an mmnm fare, when the sign is'lowered.

pi'ni'o'ir andlto set the pawl I01 '011- the first the total fifty'cents is not fully registered,

It is therefore im-' Duringthefii'st eighth of a mile traversed,

mechanism are not actuated. The actuations bination with asignshaft, shiftable transthe-transmitting mechanism into Operative v bination with a sign shaft, shiftable transnnttmg'mechanism .operatedby the vehicle, --register1ng mechanism. operated by, the

transmitting"mechanism, eccentric actuating means on the sign shaft, and a lever connect ing the eccentric means and transmitting mechanism and adapted to be forced by the eccentric mea'ns'to shift the transmitting mechanism into operative connection with the registering mechanism when the signshaft is-rbtated. in one direction, and adapted to be forced by the eccentric means to shift the transmitting mechanism out of operative connection with the registering mechanism when the sign shaft isrotated in the other direction.

3. In a fare register for vehicles, in (30111 bination with a, sign shaft, a bodily movable shaft, transmitting mechanism thereon and operated by the vehicle, registering mechanism operated by the-transmitting mechanism, eccentric actuatingmeans on the sign shaft, and alever connecting the eccentric means and tli'emovable shaft and adapted tobe forcedby the eccentricmeans to shift the movable shaft tobring the transmounted sign shaft is rotated in one direction, and

adapted to be forced by the eccentric means to shift the movable shaft to'bring the transmitting mechanism out of operative conne'c tion with the registering mechanism when the signshaft is rotated in the other di'rection.

4. In' a fare register for vehicles, in combination with a sign shaft, transm tting.

mechanism operated by the vehicle, registering mechanism operated by the transmitting mechanism, eccentric actuating means on the sign shaft, a'iointed lever positively operated by the eccentric means for shifting the transmitting mechanism into and out of operative position, and resilient means arranged to permit the lever to yield at the joint and tending to hold the two portions of;

the lever in alinement.

5. In a fare register for vehicles, in combination with a sign shaft and eccentric actuating means thereon, a bodily stationary and a bodily movable, shaft, transmitting means on the Stationary and movable shafts operated by the vehicle, mechanism for registering the total'miles o erated by the trans- 6, In afarefregister for vehicles,register iiig mechanism adapted to receive iiiterinit tent actuation, transmitting -mechanisn adapted to intermittentlyactuate the registering mechanism, continuously driven actuating meansfor the-transmitting mechanism,

1, connecting means in the actuating means arranged to intermittently operatively connect -.-the actuating means and-the transmitting mechanism, an auxiliary impulse device cooperating withithe, actuating means to impart quick actuation through a given phase and arranged to become operative at each operation of the connecting means, vehicle driven driving means for driving the actuat ing means, and means for permitting'the' driving, means to run idly during a predernuned perlod when the fare reglster 1s own into operation.

pressed lever cooperating withthe cam; ve

hicle-driveirdriving means for driving the actuating means, and meansfor permitting the driving means to run idly during a predetermined pe'riod when the fare register is thrown into operation.

8. A fare register for vehicles, in combination with a sign shaft, 9. bodily movable shaft, transmitting mechanism a mounted thereon and operated by the vehicle, registering i -mechanism operated by the transmitting mechanism, eccentric actuating means,

:on the sign shaft, a jointed lever positively operated by the eccentric means for shifting the movable shaft to-bringthe transmitting mechanism into and out of operative position, and resilient means arranged to permit the lever to yield at the joint and tending tohold the two portions of the lever in alinement. v

9. In a fare register for vehicles, in combination with a sign; shaft, an eccentric "actuating means thereon, a bodily stationary and a bodily movable shaft, transmitting means on the stationary and movable shafts operated by the vehicle mechanism for registering the total miles operated by the transmitting means on the stationary shaft, mechanism for registering the total recorded miles operated by the transmitting means on the movable shaft, a jointed lever positively operated by the eccentric actuating means? for 7 shifting the movable shaft in both dime-- In a fare register for vehicles, registertions, and resilient means arranged to permit the lever to yield at the joint and tending to hold the two portions of the lever in ahnement.

10. In a fare register for vehicles, in combination with a sign shaft, registering mechanism including successive numberwheels and transmitting pinions between the number-wheels and automatically releasable therefrom to allow resetting, actuatin mechanism for the first number-wheel, an means actuated by the rotation of the sign shaft for resetting the number-wheels.

11. In a fare register for vehicles, in combination with a slgn shaft, means operated by the rotation of the sign shaft for throwmg the fare register into and out of operation, a registering device for indicating extras' including a number-wheel shaft and number-wheels mounted thereon, the number-wheels being adapted to be reset by the rotation of the number-wheel shaft, manual ly o erated means for .setting the registering evice, and means independent of the manually o erated means and positively actuated by t e rotation of the sign shaft for, rotating the number-wheel shaft to reset the number-wheels when theshaft is rotated to throw the fare, register into operation.

12. In a fare register for vehicles, in comby the rotation of the sign shaft for throw-e ing the fare register-into and out of opera-.7 tion, a registering device for indicatingextras including a,fnuin-bei wheel and number-wheels mounted thereon, thef'numher-wheels being adapted oibefreset bythe rotation of the'numbe'r-w eel shaft, registering mechanism for indicating 1on1 extras, manuallyl'operat'ed means 'forsimultaneously actuating both registering devices, 106 and means independent of't iejananually o erated means and positively actuated by t rotation of the sign shaft for-rotating the number-wheel'shaft' to reset the"number-' wheels of the registering mechanism for in'- .110 dicating extras when the shaft is rotated to throw the fare register into operation.

13. In a fare register for vehicles, in combination with a ,sign shaft, means operated by the rotation of the sign shaft forv-throwing the fare register into and out of operation, registering devices for indicating respectively the fare and extras, each registering device including a nuniber wlieel shaft I and number-wheels mounted thereon, the number-wheels being adapted to be reset by the rotation of the nu'n'iber wheel shaft, manually operatedmciins for setting the registering device forindicating extras, and means'independent of the manually opcrated means and sitively actuated by the 'rotation of the ,s1gnshaft for rotating the number-wheelshafts of the registering de bination with av sign shaft, means operated 95 intakes vices to res'et the numher-Wheels when the extras respectively,- -each registering'mechashaft is rotated to throw I the fare register into operation.

14. In a fare register for vehicles, in com-. hination with a "sign shaft, registering mechanismsronindicating thefare and the 'nism including a succession of number Wheels, and transmitting pinions between the number wheels heldin yielding contact.

" therewith to allow resetting, and means actuated by the rotation'of the sign shaft for resetting the number-wheels. 15 In a fa-reregister for vehicles,'incomlpmation Wlfll a sign shaft, a fare-register mg m'echanism adapted at its initial setting to indicate a minimum fare, a registering mechanism adapted to record the total of initial fares,- and means operated by them- .2!)

tation ofthe sign shaft for simultaneously resetting the fare-registering mechanism to I I it'sinitial settingiand'to actuate the register- "i l'fllity of vehicle. and ch-ronometer driven ing mechanism of total initial fares. 16.1 In a'iare register for vehicles, a pluthe transmitting vmeans during-a predetermined pe'iiod to produce an additional period of deferred actuation of the-register- .ingdevices."

l'ZkIn a fare" register fol-vehicles, a pluregisteringdevices, a main; driving train for j isthrown out of'operation;

the. fare register, transmitting means-baa -'tween' the mai'n driving train and the separate registering devices, including an abuts ment device, and-an engaging member in the. {driving train adapted to engage the abut-r. inent'device' and means for releasing the enmemberffromfand permitting it to pass the abutment device as thefare register In "-a' fare-register -for vehicles, regis terin'g mechanism, actuating mechanism for the registering mechanism. including a -pin f wheel-{driving mechanism' for the actuating mechanism including a. 'clutchzwheel cotiperating: with the pin-wheel, a clutch on the clutch wheel adapted ,to engage a pin'on the .4 pin-wheel and rotate; the p n-wheel withIthe l clutch-wheel, means tending to ..force the clutch ahead or the ,pin, and means for re- I Y leasing. the clutch from the pin and permitting'it to passl' the' pin'as the fare register thrown out ofoperation and for returnlng t. 'in' thepath-of the-pin as the register s f thrown into operation? "Z 19.: I511 a fare'g g tl r'is i i of the actuating mechanism.

driving mechanism for the actuating mechan i s1n includi11ga clutch-wheel ootiperating w'ith the'-'pin-wh eel','a clutch on the clutchwheel'adapt'ed to engage one of the pins on 11 tering mechanism, actuating mechanism foriiifi the registering mechanism,- including a pin-*- wheel having a plurality of pins thereon,

the pin-wheel androta'te the pin-wheel with the. clutchwheel and tending 'to pass ahead ,ofthepin with-which it is in engagement,

andjm'eans for releasing the clutch from and pernntting'it to pass such pin as the fare register is'thrown-out 'of operation and for returning it .in the path of the next pin as" the register is thrown into operation, wherebythe drlvlng mechanism runs idly until.

the nextpin is engaged.

20. In a fare register for vehicles, the combination of an indicating register primarily setto' indicate a minimum fare, actuating mechanism for the indicating register, driv-. ing mechanism for the actuating mechanism, means for allowingt'he driving mechanism to run idly during-a predetermined distance,.

and means for deferring the registration of the indicating register until after 'a' predetermined actqon of the actuating mechanism.

ing a predetermined distance, and'means 'I'0r deferring the registration of the indlcat ng registers until after a predetermlned actlon 21,111- afare register for vehicles, a fareindicating register primarily set to indicate aminimum fare, a total fareuni'ts indicat-.

ing register, actuating mechanism for the indicating registers, driving mechanism-for the actuatingmechanism,- means for allqjiuing thedriving mechanism to run idly dur- 22, In a. fare register for vehicles, a fare indicating register primarily setzto indicate aiminimum fare, equivalent-toutwo units of distance, a total fare units indicatingregis- .ter, actuating mechanism for the ind cating y registers, driving mechanism for. the act;uat-

ing mechanism, means for allowing theidriving mechanismto run idly during the first half of a unit. of distance, and means for deregisters until after one, unit actuation of the actuating mechanism. i

323.1n'a fare register for vehicles, the combination of a 'l fare-indicating register nism forthe two registers adapted to simultaneously actuate both reg sters, dI'lVlIlg means for deferring the registration of the fare-indicating register until a predeter-- -mined action of its actuating mechanism,

and. means for allowing the driving mechanism to run idly during .a predetermined distance.

' ferring' the registration of the indicating primarily setto indicate aminimum fare, a total-fare units reglster, actuating mecha- 120 'mechanism for the actuating mechanism,

-'24 I1 1 a fare register for vehicles, the cm,- 

